Pneumatic-despatch-tube apparatus.



E. A. FORDYGE.

PNEUMATIU ,DESPATGE TUBE APPARATUS. APPLIOATIO]! rILnn 113.13. 1905.

968,141. Patented Aug.23, 1910.

3 SHEETS-SHEET 1.

E. A. FORDYCB.

PNEUMATIC DESPATGH TUBE APPARATUS.

APPLIOATIOH FILED FEB. 13, 1805. Patented Aug. 23, 1910.

3 SHEETS SHEBT 2.

E. A. FORDYGB. PNEUMATIC DESPATOH TUBE APPARATUS.

APPLICATION FILED FEB. 13, 1905.

Patented Aug, 23, 1910.

3 SHEETS-SHEET 3.

UNITED STATES PATENT orrion.

EDMOND A. FORDYCE, OF BOSTON, MASSACHUSETTS, ASSIGNOR T0 LAMSON CONSOLI- DATED STORE SERVICE COMPANY, OF NEWARK, NEW JERSEY, A CORPORATION OF NEW JERSEY.

PNEUMATIC-DESPATCH-TUBE APPARATUS.

I '0 all whomit may concern:

Be it known that I, EDMOND A. FoRDYoE, of Boston, in the county of Suffolk and State of Massachusetts, have invented certain new and useful Improvements in Pneumatic-Despatch-Tube Apparatus, of which the following is a specification.

My invention relates to improvements in pneumatic despatch apparatus and its object is to devise an apparatus on the vacuum principle which is effective and economical and through which air passes only when the apparatus is in use transmitting carriers.

My invention consists of certain novel fea tures hereinafter described and particularly pointed out in the claims.

In the accompanying drawings which illustrate a construction embodying my invention, Figure l is a side elevation partly in section of the apparatus. Fig. 2 is a side elevation showing the position of the parts when a carrier is introduced up into the tube at the central station for transmission to a substation. Fig. 3 is a side elevation of the apparatus showing the position of the parts upon the introduction of the carrier at a substation for transmission to a central station. Figs. and :"rare enlarged detail sectional views to be described.

Like letters of reference refer to like parts throughout the several views.

The transit tube A for transmission of the carriers from the central station to a substation has a bell-mouth opening B to receive the carriers for transmission. Above said mouth B there is pivoted at C the valve C, which in the normal condition of the parts closes the tube L leading to the bottom of the cylinder J and hereinafter referred to. The Valve C has an inwardly ex tending finger into thetube A which does not close said tube A but acts simply as a means for causing resistance to the air passing through the tube A, so that there will be a vacuum on the diaphragm L to hold the same in position as shown in Fig. 4 when a current of air is passing through the tube A, and said finger does not stop the passage of air through the tube A. This finger also forms a trip extending into the path of the carriers for opening valve C when a carrier is inserted. Located above the valve C there is another valve D pivoted at D and connected to the link E which is connected to the piston rod F by a pin and slot connec- Specification of Letters Patent. Patented A 23, 1910. Application filed February 13, 1905.

Serial No. 245,332.

tion G. The pipe K is connected to the upper end of the cylinder J at one end and at the other end is connected to the exhaust tube K which leads to a suitable reservoir. Connected to the tube K is a terminal K which is also connected at one end to the return tube K and is provided with a Valve K which is adapted to open under the impact of the discharging carrier.

The forwarding tube A at the substation enters the terminal A, of usual construction and the carriers are discharged through the valve A by impact to a suitable receptacle. The suction entering the terminal A passes into the tube A and then into the tube K and thence to the exhaust tube K. In the tube K is a suitable inlet for carriers and normally closed by the valve A which is held in its closed position by the vacuum in the system when the carriers are being transmitted. Located in the transit tube A is a hollow casting L and secured in said casting by suitable screws L is a diaphragm L to which is connected the rod L secured at L to the slide valve L which controls the port L of the closed chamber L connected by pipe L to cylinder J below piston H. Vith the parts in the position shown in Fig. 1, it being desired to transmit a carrier from the central station to a substation,the carrier is inserted as shown in Fig. 2 and opens the valve C which allows atmospheric pressure to pass through the pipe L up into the bottom of the cylinder J under the piston H, and there being a vacuum on the upper side of the piston H (due to the pipe K being connected to the exhaust tube K) the atmospheric pressure underneath said piston raises it to the position shown in Fig. 2 opening the valve D which allows a suction through the entire system, drawing the carrier up into the tube and transmitting the carrier and discharging it at the substation. After a carrier has been inserted for transmission and has passed the valve C, said valve returns to its normal position shown in Fig. 1 closing the pipe L from the atmosphere. The suction through the pipe K and through the connection M equalizes the vacuum on both sides of the piston H, which of its own weight drops to the lower position shown in Fig. 1 and closes the valve D.

To return a carrier from a substation to the central station, the attendant raises the valve A and inserts the carrier into the tube A The opening of this valve A destroys the vacuum in the tube A and allows the diaphragm L to move to the position shown in Fig. 5, thus opening the port L to the atmosphere. This destroys the vacuum underneath the piston H and the atmospheric pressure raises the piston H to its upper position shown in Figs. 2 and 3. This allows the air to pass through the tubes A and K to the eXhauster as the valve D opens when the piston H rises as described. Upon the closing of the valve A the diaphragm is returned by the suction through the pipes K and A to its normal position shown in Fig. A and closes the port L, thereby cutting off the atmospheric pressure underneath the piston H, and the vacuum on both sides of said piston due to the pipe K and pipe M being equal, the piston drops of its own weight to its lower position. The valve L only falls of its own weight when the lid A is opened which destroys the vacuum between the point A and the diaphragm L*, the valve L falling of its own weight and opening the port L", thus destroying the vacuum in the lower end of the cylinder J, and the piston H rises to the top of the cylinder J, as shown in Fig. 2, and the valve D is opened allowing the flow of air through the tubes A and K To send a carrier from the bell mouth end B, the carrier is inserted as shown in Fig. 2, and the valve C is opened, thus destroying the vacuum underneath the piston in the cylinder J, and the piston H rises to the top of the cylinder J this last operation does not affect the diaphragm L as the flow of air through the pipe A through the terminal A and through the pipe K thence to the blower or suction drum does not ali'ect said diaphragm. The closing of the air-inlet valve D is timed by the dropping of the piston H, the length of time the valve D is open depending upon the time taken by the piston in dropping, which may be varied by varying the size of the outlet through pipe M. The valve M located in the pipe M can be adjusted for different lengths of line, that is, in long lines this valve would close the pipe M nearly up, while in short lines the valve would be nearly wide open; this valve h controls the passage of air through the pipe M, and as more air passes through the pipe K than through the pipe M, the piston will drop slowly and rise readily.

Having thus described the nature of my invention and set forth a construction embodying the same, what I claim as new and desire to secure by Letters Patent of the United States is:

1. In a pneumatic-despatch-tube system, the combination of anormally closed transit tube through which carriers are transmitted, a sending-station arranged to permit a carrier to be inserted into the tube, means for exhausting air from the tube, and a valve adapted to admit air into the tube for driving carriers, said valve being adapted to open through a fluctuation of the pressure within said tube, means normally urging the closing of said valve, and means for timing the closing of said valve.

2. In a pneumatic-despatch-tube system, the combination of a normally closed transittube through which carriers are transmitted, an air-inlet valve at one end of the tube and being normally closed, means for exhausting air from the tube near its other end, a plurality of receiving-stations through which carriers may be inserted into the tube, and mechanism for opening said air-valve to admit air for driving a carrier along the tube when the carrier is inserted at either of said receiving-stations.

3. In a pneumatic-despatch-tube system, the combination of a normally closed transit-tube through which carriers are transmitted, an air-inlet valve at one end of the tube and normally closed means for ex hausting air from the tube near its other end, a plurality of receiving-statioi'is through which carriers may be inserted into the tube, and pneumatic means for opening said airvalve to admit air for driving a carrier along the tube when a carrier is inserted at either of said receiving-stations.

4. In a p'neumatic-despatch-tube system, the combination of a pair of normally closed transit-tubes connecting two stations and having their receiving and delivery terminals at respectively opposite stations, an airpassage connecting said tubes at one of said stations, suction apparatus communicating with the delivery-terminal at the other station, an air-inlet valve controlling the inflow of air at the receiving-terminal at said other station, said air-valve being normally closed, and mechanism adapted to open said airvalve when a carrier is inserted into either of said transit-tubes.

5. In a pneumatic-despatch-tube system, the combination of a pair of normally closed "transit-tubes connecting two stations and having their receiving and delivery terminals at respectively opposite stations, an airpassage connecting said tubes at one of said stations, suction apparatus communicating with the delivery-terminal at the other station, an air-inlet valve controlling the inflow of air at the receiving-terminal at said other station, said air-valve being normally closed, and mechanism adapted to open said air valve through a change of the pressure in the transit-tubes.

(3.. The combination of a transit tube through which carriers are transmitted, a gate extending across the tube and normally closed to prevent the passage of air through the tube, pneumatic means for opening said gate, a trip extending into the path of the carriers in front of said gate, and said trip being adapted when engaged by a carrier to cause the operation of said pneumatic means for opening the gate to permit the free passage of the carrier.

7. In a pneumatic-despatch-tube-system, the combination of a normally closed transittube through which carriers are transmitted,

an air-inlet valve at one end of the tube and being normally closed, means for exhausting air from the tube near its other end, a plurality of receiving stations through which carriers may be inserted into the tube, and mechanism under the control of said exhausting means for opening said air valve to admit air for driving a carrier along the tube when the carrier is inserted at either of said receiving stations.

8. In a pneumatic-despatch-tube-system, the combination of a normally closed transittube through which carriers are transmitted, an air-inlet valve at one end of the tube and normally closed, means for exhausting air from the tube near its other end, a plurality of receiving-stations through which carriers may be inserted into the tube, and pneumatic means under the control of said exhausting means for opening said air-valve to admit air for driving a carrier along the tube when a carrier is inserted at either of said receiving-stations.

9. In a pneumatic-despatch-tube system, the combination of a pair of normally closed transit-tubes connecting two stations and having their receiving and delivery terminals at respectively opposite stations, an air passage connecting said tubes at one of said stations, suction apparatus communicating with the delivery-terminal at the other station, an air-inlet valve controlling the inflow of air to the receiving-terminal at said other station, said air-valve being normally closed, and mechanism under the control of said suction apparatus and adapted to open said air-valve when a carrier is inserted into either of said transit tubes.

10. In a pneumatic-despatch-tube-system, the combination of a pair of normally closed transit-tubes connecting two stations and having their receiving and delivery terminals at respectively opposite stations, an air-passage connecting said tubes at one of said stations, suction apparatus communicating with the delivery terminal at the other station, an air-inlet valve controlling the inflow of air at the receiving-terminal at said other station, said air-valve being normally closed, and mechanism under the control of said suction apparatus and adapted to open said air-valve through a change of the pressure in the transit tubes.

11. The combination of a transit tube through which carriers are transmitted, a

closed to prevent the passage of air-through the tube, means for exhausting air from the tube, pneumatic means under the control of said exhausting means for opening said gate, a trip extending into the path of the carriers in front of said gate and said trip being adapted when engaged by a carrier to cause the operation of said pneumatic means for opening the gate to permit the free passage of the carrier.

12. In a pneumatic-despatch-tube-system, the combination of a pair of normally closed transit-tubes connecting two stations and having their receiving and delivery terminals at respectively opposite stations, an airpassage connecting said tubes at one of said stations, suction apparatus communicating with the delivery terminal at the other station, an air-inlet valve communicating with the receiving-terminal at said other station, said air-valve being normally closed, and mechanism under the control of said suction apparatus and adapted to open said airvalve when air is admitted to the transittubes at either of said stations.

13. In a pneumatic-despatch-tube-apparatus, a normally closed transit tube, an air inlet valve extending across the said transit tube and normally closed to prevent the passage of air therethrough, means for exhausting air from said tube, mechanism for operating said air-inlet valve, an air con duit for admitting atmospheric pressure to operate said mechanism, and a valve normally closing said air conduit and provided with a trip extending into the path of the carriers in front of said air-inlet valve, said trip being adapted when engaged by a carrier to cause the operation of said mechanism for opening said air-inlet valve to permit free passage of the carrier and to admit air to said transit tube for driving carriers.

14. In a pneumatic-despatch-tube-apparatus, a normally closed transit tube, an air inlet valve extending across said transit tube and normally closed to prevent the passage of air therethrough, means for exhausting air from said tube, mechanism for operating said air-inlet valve, an air conduit for admitting atmospheric pressure to operate said mechanism, a valve normally closing said air conduit, and means for operating said air-conduit valve to admit atmospheric pressure to said mechanism to operate the same to open said air-inlet valve to permit free passage of the carrier and admit air to said transit tube for driving carriers.

15. In a pneumatic-despatch-tubeapparatus, a normally closed transit tube, an airinlet valve normally closed to prevent the passage of air therethrough, means for exhausting air from said transit tube, mechanism for operating said air-inlet valve, an

air conduit for achnitting atmospheric presgate extending across the tube and normally l sure to operate said mechanism, a valve normally closing said air conduit, and means for operating said air-conduit valve to admitatmospheric pressure to said mechanism to operate the same to open said air-inlet valve to admit air to said transit tube for driving carriers.

16. In a pneumatic-despatch-tube-apparatus, a normally closed transit tube, an airinlet valve extending across the said transit tube and normally closed to prevent the passage of air therethrough, means for exhausting air from said tube, mechanism for operating said air-inlet valve, an air conduit for admitting atmospheric pressure to operate said mechanism, a valve normally closing said air conduit and provided With a trip extending into the path of the carrier in front of said air-inlet valve, said trip being adapted when engaged by a carrier to cause the operation of said mechanism for opening said air-inlet valve to permit the free passage of the carrier and to admit air to said transit tube for driving carriers, and means for timing the closing of said air-inlet valve.

17. In a pneumatic-despatch-tube-apparatus, a normally closed transit tube, an airinlet valve extending across the said transit tube and normally closed to prevent the passage of air therethrough, means for exhausting air from said tube, mechanism for admitting atmospheric pressure to operate said mechanism, a valve normally closing said air conduit, means for operating said aircondnit valve to admit atmospheric pressure to said mechanism to operate the same to open said air-inlet valve to permit free passage of the carrier and admit air to said transit tube for driving carriers, and means for timing the closing of said air-inlet valve.

18. In a pneumatic-despatch-tube-appa- *atns, a normally closed transit tube, an airinlet valve normally closed to prevent the passage of air therethrough, means for eX- hausting air from said transit tube, mechanism for operating said air-inlet valve, an air conduit for admitting atmospheric pressure to operate said mechanism, a valve normally closing said air conduit, means for operating said air-conduit valve to admit atmospheric pressure to said mechanism to operate the same to open said air-inlet valve to admit air to said transit tube for driving carriers, and means for timing the closing of said air-inlet valve.

19. In a pneumatic-despatch-tube-apparatus, a normally closed transit tube, an airinlet valve normally closed to prevent the passage of air therethrough, means for ex hausting air from said transit tube, a cylinder, a piston in said cylinder and connected to saidair-inlet valve, an air conduit for admitting atmospheric pressure to said cylinder for operating said piston to open said valve, a valve normally closing said air conduit, and means for operating said air-conduit valve to admit atmospheric pressure to said cylinder to operate said piston to open said air-inlet valve to admit air to said transit tube for driving carriers.

20. In a pneumatic-despatch-tube-apparatus, a normally closed transit tube, an airinlet valve normally closed to prevent the passage of air therethrough, means for exhausting air ir'rom said transit tube, a cylinder, a piston in said cylinder and connected to said air-inlet valve, an air conduit for admitting atmospheric pressure to said cylinder for operating said piston to open said valve, a valve normally closing said air conduit, means for operating said air-conduit valve to admit atmospheric pressure to said cylinder to operate said piston to open said air-inlet valve to admit air to said transit tube for driving carriers, and means for timing the closing of said air-inlet valve.

In testimony whereof, I have signed my name to this specification in the presence of two subscribing Witnesses, this 10th day of February A. D. 1905.

EDMOND A. FORDYGE.

Witnesses A. L. MEssER, E. L. HARLOW. 

